Vehicle spring suspension



Jan. '2, 1951 A. F. HICKMAN VEHICLE SPRING SUSPENSION 4 Sheets-Sheet 1Filed Dec. 22, 1944 A. F. HICKMAN VEHICLE SPRING SUSPENSION Jan. 2, 1951Filed Dec. 22, 1944- 4 Sheets-Shet 2 km N Jan. 2, 1951 A. F. HICKMANVEHICLE SPRING SUSPENSION 4 Sheets-Sheet 3 Filed Dec. 22, 1944 hm .n%

a. N k. ww T fi/ \N H II IH I l \w ----I II N B kk .mw m M% I x m mw vIII. 1 \%\II.|H11 IH II k R x WK 7 \r A. F. HICKMAN VEHICLE SPRINGSUSPENSION Jan. 2, 1951 I 4 Sheets-Sheet 4 Filed Dec. 22, 1944 Wi l 101III II III. I

UMV IIIIIIIIQINIA w ww Sw mv INVENTOR 3i 6%. 6f (w/W ATTORNEY 5 RR \mmWM.

.ilurfllld villi/d? Patented Jan. 2, 1951 N IT ED PAT EN T O F F I2535;933:-

VEHICIJ'E-SP-RING SUSPENSION AibertF,H ickman,-.Eden, N. Yo, as j mr-toHick-- man. Pneumatic Seats. Co, Inc.,, Edfinr N. Y.,,a,corporationofNew-York Application Decemben22, 1944; seria;i:- No.569,302

Another obiect is to. provide. such a: spring 10,

suspensioninwhichthe vertical and lateral}ini-v pacts areadequatelyresisted or cushionedboth when the vehicleis loaded; and; unloaded v andwithout im-nosing undue end I thrusts on the pix/,-

otal connections which eonnecttheaxles te -the 15;;

body.

Another. objectis to provide sucha springisuspension in which geometricresilient' resistance isobtained in. a compact structure which. re

quires riolubrication andiis free from the squeaks incident to the, seofileafgsprings;

Another-object of-the invention is to, provide such; a springsuspensionin whichthe distribu tion of the 1oad-to:the body;is atlapiurality ofvpoints. v Another objectofthe invention is to avoid all: y

leafspring friction by the use ottorsion r xilstoir the like. With heavyvehicles supported on leaf springs the spring friction is extremelyhighwhen the vehicle is' unloade'd so as tdrende'r'the vehiclepractically unsprung;

Another 'object is to provide such "a spring s'us+ pension inwhich theside swav'isfireduced to any desired amount.

Another object is to providesucna spring sus- A pension in whichperiodic vibration; of the 511s pensionis dampened out and in whichwheel; trampis'avoided;

Another object is toaprovidesucha suspension in which all forcesarecushionedso as to 40 increase gasolene mileageand decreasetire wear.-

Another objectisto provide--- a spring sus pension for such aso-calledframeless bus-arid employing: a relay. which identical bearings:

are employed: throughout and:v of small insidediameter; thereby; toadapt :such: bearingsv to: the e: of ubber bushin sw to. p ovide; he nices: ty. ;ati n o h pa ts Another, object 1 is to, provide such aspringsuspension fora so called framel'ess bus andflnotg m oy al yi nirect a nnec em with the torsion, springs inwhich, with the. ex: ceptionof, one. bearing thebearingsare, idemticalt throughout and of smaH.-.ins de iameter;

thereby to adapt such identical bearings tattle use of rubber bushingsto provide tho'neceesar t oscillation ofthe, parts,

Another object is to provide such; a; suspeng sion; including. a tubularcrank, armi which is;

so constructed that ;-while oar-l ving; the large load;

imposed upon a bus suspension by; bea r'irt g s spaced i inches& apartit is still relatively light;

in weight-l 7 Another object is.v to provide such a, 5115118115 sion,having light unsprung weight.

Another object. is to provide such; a, suspene: sion in which the metal,stresses are within (safe-:- working limits of" heat treated forgings orcast Another object is to providesuch a, suspension; ich an-be pr ducedat. owst par u ar. requ res; n y s mp e achinin op ae.

tions.

Another object isitov provide such a suspen sion arranged inside of'thewheelsandtin which, the parts are located close to thewheels to p;-vide; wide pivot; ositions and, increased; stabil} ity,,

Another object is-to provide such a suspension t wnich isr adapted tothe use of. rubber springs) in pla ce offthe torsion rods, shown.

Another object isv to rovide such a suspeng sion employing rubberbushings as bearings be. -v tween parts whichi scillate relative to,each other; an which simple and? inex ensive meansare :provided forpermitting Sli ht angular and; endwise m'ovement of the axes; of the;parts relativeto each other) this beingi'acoomplis ed by" providing apair of heads on the c'oi-r'espon ing" part and which" have opposingannular faces, engaging the opposite; endsfof'the' central metal sleeveofthe rubber bushing and receding axially from-the rubber bush-ingtowardthe margin" of said surf aces.

Q'tlier objects" of the invention are disclosed;

in detail in the following description and drawings inwhichf i Fig; 1*is a fragmentar top plan view of" a sprihj j Suspension embodying myinvention;

Fig; 2 is-a verticaltrans'verse sectional View thereof; taken on-ii-ne122,Fig;- 1.

Fig: 3-isa- 1aidout en1argedsection-throughthe linkage'pivotaliyconnecting each end of each. axle withithebodyof the vehicle.

Figs. rand sare-fragmentary verticaiis'eeti'on's taken-on thecorrespondingly numbered lines; on

. Fig. 3;

Fig. 6 iis a side elevationof a; modified formoffi crank-"armemploydjifi the suspension,

Fig. 7 is a vertical transverse sectional view taken on line Fig. 8 andshowing a modified form of the invention in which a relay is employed.

Fig. 3 is a laid out section through the linkage of the modified form ofthe invention shown in Fig. 7, this section being taken generally online 38, Fig. 7.

Fig. 9 is a view similar to Fig. 3 and showing a further modified formof the invention.

Fig. 10 is a fragmentary vertical section taken on line |5-|5, Fig. 9.

The various forms of the invention are particularly designed to beapplied to a body having transverse bars l5 flanking the drive axle |5and connecting at their ends with longitudinal bars l8 which terminateat the space occupied by the drive axle Hi, this type of body beingprincipally used in connection with buses and being commonly known as aframeless body. The axle I6 is shown as supported by dual wheels IS atits opposite ends.

In the form of the invention shown in Figs. 1-5, to each end of the axleI6 is secured an axle bracket which is fast to the axle and is formed toprovide an outwardly extending horn or gooseneck at its upper end, theouter extremity of this horn or gooseneck being arranged close to theadjacent wheel l9. At its upper outer extremity this axle bracket 20carries an axle pivot pin 2| which, as best shown in Fig. 3, is held inthe bore of'a sleeve 22 formed at the extremity of the axle bracket andextending horizontally transversely of the axle. The opposite ends ofeach axle pivot pin 2| are connected by shackles 23 with the ends of acrank arm pivot pin 24, each crank arm pivot pin being secured in theoffset part 25 of a crank arm indicated generally at 26 and beingjournaled at its opposite ends in the transverse bars I5 of the vehiclebody as hereinafter described.

Each shackle 23 is provided at its opposite ends with bores 28 in whichis pressed a rubber bushing 29. Each of these rubber bushings is linedwith a sheet metal sleeve which is tightly fitted around thecorresponding end of the pin 2| or 24 and can be provided with aninwardly projecting rib 3| which fits into an axially extending grooveprovided in the associated end of the pin. Each of these rubber bushingsis also held in a sheet metal sleeve 34 which is tightly fitted in thecorresponding bore 28 of the shackle. The parts are held in position bynuts 35 screwed on the ends of the pins 2|, 24 and being shown as heldin place by cross pins 36. The faces of these nuts 35 which engage thesleeve 3t lining the rubber bushings, as well as the opposing faces ofthe axle bracket 20 and crank arm 26 recede axially and toward theirouter margins away from the rubber bushing 29 and are preferably roundedas indicatedat 3! to permit a limited movement of the pins 2| and 24 outof parallelism with each other. At the same time these annular recedingor rounding faces engage the opposite ends of the central metal sleeves35 or the rubber bushings 29 and hence while also permitting a limitedaxial movement of the pins in response to'axial or thrust forces, thenuts 35 are capable of being tightened to a fixed stop through theendwise metal to metal engagement of the central structure 22 or 25,central metal sleeves 353 and end nuts 35. The shackles 23 oscillateabout the pins 2|, 24, such oscillation being permitted by the yield ofthe rubber bushings, these rubber bushings thereby providing bearingswhich are 4 free from lubrication or other servicing diflicub ties. Itwill particularly be noted that with the arrangement of the rubberbushings in the shackles 23 and around the pins 2|, 24, the bushings canbe of small inside diameter and large outside diameter, thereby toprovide the necessary body of rubber without requiring large bores, andcorresponding increased weight in the axle brackets and crank arms.

The crank arm 25 is in the form of a tubular forging or casting, thetubular form continuing from one end thereof to the other through theoffset portion 25, crank arms 38 and coaxial ends 39 and 40. Internalreinforcing ribs 4| are preferably provided at the juncture of the crankarms 38 and the coaxial ends 39 and 4|! and the offset portion 25 ispreferably provided with a central cross web 42 and enlarged endportions 43 to adequately grip the crank arm pivot pin 24. The crank armis also symmetrical, the opposite extremities of the same beingexternally tapered, and also is provided with an oval axially extendingbore 45. By the symmetrical form of the crank arms 26, it is unnecessaryto provide rights and lefts and the same crank arms can be used at eachend of each axle.

The right hand end 49 of each crank arm, as viewed in Figs. 1 and 3, isjournaled in the adjacent cross bar |5 of the vehicle body and to employthe same rubber bushings as are used at the ends of the pins 2| and 24,an internally tapered sleeve 45 is fitted over the tapered end it andwelded thereto, as indicated at 48, with its end projecting axiallyoutward from the crank arm 25. In the bore of this tapered sleeve 46 iswelded a plug 49 having a bore in which is fitted a pin 5B, this pinprojecting outwardly from the plug and being welded thereto as indicatedat 5|. Around the projecting end of this pin 50 is fitted a rubberbushing which is identical to the rubber bushings 29 of the shackles 23,and the same reference numerals thereby being applied. The outer end ofthe plug 49 is rounded to recede from the rubber bushing, as indicatedat 31 and the rubber bushing is held against this rounded end by arounding nut similar to the nut 35 and similarly rounded as indicated at31 at each end of the pins 2|, 24, the same reference numerals likewisebeing employed. The rubber bushing 29 for the pin 5!] is held in thebore 53 of a bearing bracket 54, this bearing bracket being secured tothe corresponding cross bar l5 of the vehicle body in any suitablemanner. It will be seen that the rounding or receding annular surfaces31, 3'1 permit a limited movement of the pin 50 out of parallelism withthe bearing bracket 54, and also permit a limited axial movement of thispin in this bearing bracket while at the same time the nut 35 istightened to a fixed stop.

To the tapered end 39 of the crank arm 26 is fitted a sleeve 55, theprojecting end of this sleeve 55 being journaled in a bearingindicatedgenerally at 56. This bearing is necessarily larger than the otherbearings and preferably has a bushing 58 of self lubricating. bearingmetal encased in a metal sleeve 59 and surrounded by a rubber bushingwhich in turn has inner and outer metal sleeves, the inner metal sleevebeing tightly fitted on the sleeve 59 of the bushing 58 and the outersleeve being tightly fitted in the bore of a bearing bracket 64. Thisbearing bracket 64 is secured to the cross bar |5 oppo- 'site thebearing bracket 54 so that the crank arm 26 is journaled at its oppositeends in the bearing brackets 54;. and. a l which areiast. to. the.cross.

bars. [:51 on. opposite sidesof 1 the axle. Hi:

The. rotation oi: each crank: am. 2.52 re-..

strained by atorsion=rodh5 which hasits-i-live end-ienlarged' andovalled; as indicated-at, to fit.

into.=. the ovalled boreAE; at the end: of the. crank.

arm adjacent; the bearing. 56; and; extending.

through. the.- larger sleeve 55. for thispurpose. The ovalled" end: 66-of: thetorsion rods. andthe sockets; 45 are. preferably. formed asdescribed: in my Patent No.- 2,213,004.grantedAugusti2T7, 1940, forTorsiomRodi Mounting. The deadend 6820f: thetorsion rod, asshown in Fig.1, is similarly oval'lediandtis fitted irrthe. oval'ledhore' of asockct69; whichcan berotatablyanchored on. thebody of. the=vehic1e in,anysuitablemanner. The force. imposedon. the anchored endiof the.torsion rod isshown as. determined: by: an arm fast to the.

socket.- fiQ and. carrying an. adjusting screw- H which can workagainst: an adjacent partof-the body. of the; vehicle.

In the operation. of: the suspension, theupward movement of oneend:ofathe axle I6, throughits shackles 23, swingstheouteror offset portion25 of; its cranlrv arm 26 upwardly, this crank arm oscillating;aboutits. bearings. 56 and 2-9 in the bearing brackets (is and 54;respectively. This retatiomof. the. crank arm is yieldingly resistedshackles tends to. cause each axle tocentralize: itself in, a; directiontransverse of the body and enablesthe action. of; gravitytoegeometrically and rei1ient1y-.1 resist any.= such movement of theaxle awayirom itscentralposition- This permits the vehiclesbodylto.move-substantially straight ahead despitea certain amountoflateral'movement ofthe. axle. This; arrangement of: the shackles further provides high and wide pivot positions whichprovifdes; increasedstability in that it provides eflc'ective Spring centers. which carrbeaswideor wi'dcrrthanthetrack of. thevehicle. Further, this arran ementcfthe.- shackles reduces: sidesway.

the; high andwide. pivot positions, together with the. upward; and.inward slant-10f the shackles, providinga suspension. in which: thevehicle body is moreinearly. suspended than. mounted.- Other importa tadvantages which flow=-from the in cl-ined arrangement of the: shackles.shown are the reductionin the possibility of. wheel tramp and in theelimination of theneed for antibody-roll devices. such as torsion barstabilizers.

When one end of: the axle Isis soiorced'upwardly relative to, thebody,theeffective resilient opposing force Ofi'the. torsion rod 65- increasesat a. geometric and. not at anarithmetic. rate.

acceleratedincrease type in whichv increments of verticalmovement of theaxle. are: opposed by an accelerated, rate of resilient. resistance.

effeetive. l'everase of thecrank arms 2-6; as they swing upwardly andinwardlyaboutthe. torsion rod-Baas; an; axis. 0i, rotation. Thisactionisalso influenced by the. varying angulari-ty of' thehatclslesizdsandzthe. factzthat increments Qfi'VEL.

This

In. this particular case the geometric rate is ofthe This is primarilydue to the, progressivedecrease in the ti'cal displacement. of the pivotpins; 24:, cause;

accelerated". rates; of increase. the; angulac dis.

placement of the. torsion. rod 615.: This latter. due: tothe. fact that;increments .of vertical move..-

ment-of said pivot pins:v 2.4 are not. proportional; mime-accompanyingincrements. of angular.- twist:

towhich. their. companion torsion rod; 65 is subs.

jected.

This: geometric action also occurs when. the. axle. (6.. moves.downwardly. relative. to the body from, the. normal. position shown in.Fig. 2,

Throughout this. particular movement the; gen-.5 metric actionis: of.-the: accelerateddecrease: type; that. is, as. the axles passes throughincrements of downward movement, the rate of decrease-of -the resilient?force tending to push the. axle downward. increases.-

By this. means, so. far as. vertical forces: are. concerned. the vehiclebody is. free to: 'fioat along solely. under the influence of: gravity(plus wih-atever vertical momentum .forces: are :presenth,v thisfeature-of the inventionbeing-ofparticularsignificance. when v it isrealized that the: load carried; by. thevehicleis also, at this time,solelyunder the influence of gravity (plus whatever? vertical:v momentumforces are. present). The

consequence is that, withinthisparticular range ofmovement; theload'inthe vehicle moves-vertically up. andv down with: thesame accelerationanddecelera-tion as thebody and hence without changing: thepressurebetween the load j and the? body. Suchadesirableresult is-quitedifferent from that obtained from the conventional leaf springsuspensionin-which the-axleand the rest of the. unsprung: weight dragsor jerks down the body whenever the strains imposed. on the main; frameisnegative. In the present suspension'no" such negative force, tendingto pull the body;

downward,1 is possible.

A feature of: the invention resides intheconstruction... of: the partsfor use in a. so-called'-' frameless: bus and inwhichthecrank arm 261snecessarily longandjournaledat its extremities in. the cross barss I5ofthebus and which are necessarily. spaced. further apartthan the diameter oivtheztraction. wheels 19'. To this endthis crank arm ismadein:the form of a forgingw'hich is tubular from one end to the other: andis provided with sleeves: at its'op-posite-ends which are journaled. inthebody bearings. It will=also be notedthatiwith this crank armtheenlarged" ovalled; liveend. 66 can be directly securedin" oncof the.socketsprovided ateach end of the crank arm and that the sleeve at theopposite end: can carry a pin of the same diameter as thepins 2| and-24:so that identical rubberbush s; 2.95 can. be used for allof: these pins.Since thecranlr arm 26 can be used either as a leftor; right; the pins.21.: and 24' and their nuts-identical}. thebearings; 29-for the pins21, 2-4 and'60 alsoidentical; andiall of the torsion rods and=theirganchoragesz the same, it'will beseen that:

the. spring: suspension can be constructed: ande installed. at: low.cost. and that servicing ex,- pense; is greatlyrreduced:

It will also be noted by housing the rubber bushingsi!) forthepins. 2 I.and 25 in the shackles 23 instead of. in the crank arm 25. andaxlebracket 20?, that the pins; 2.! and 24 can be located close. togetherand; a... compact .structure achieved and at the v sametimethe.necessary-volume or bulk ofzvrubber can be provided to supply thenecessaryaction. It will be appreciated that in orderto. provide thenecessarytwist, th radialii thickness of therub-ber bushings 2fl= m ust=be-sume cient to permit the rotation of its outer sleeve 3| relative toits inner sleeve without destructive distortion of the rubber. Thisrequires that rubber bushings of this character be comparatively largedepending upon the degree of rotation involved. By locating these rubberbushings in the shackles 23, they can be arranged practically side byside, as shown in Fig. 3, thereby to bring the pins 2! and 24 in closelyspaced relation to each other. rubber bushings are spaced axiallyfurther apart and through their close relation radially and spacedrelation axially are better positioned to withstand the corner loadingcaused by the thrust due to braking.

By the use of rubber in all of the bearings, including the bearing '56,any misalinement of the parts is provided for, and by the use of theself lubricated bushing 52 in the bearing 56 the necessary rotativemovement of the parts is permitted without requiring a large bearing aswould be the case if rubber alone were used on a sleeve having the largediameter of the sleeve 55. By this arrangement the spring suspension canreadily be used on a vehicle having a capacity of 18,000 pounds per axleand having a high percentage of load variation.

With the tubular forged crank arm 26, the crank arm has the necessaryoutside size to carry the large load of 18,000 pounds per axle whilesupported on its bearings spaced approximately five feet apart and atthe same time the crank arm is comparatively light. It will also benoted that the major portions, that is the end portions, are in linewith the body bearings so that these major portions are sprung weightexcept as to rotation about their axis. Only the offset portion 25 isunsprung and this portion is only unsprung vertically and completelysprung laterally.

In the modified, form of crank arm shown in Fig. 6, the crank arm andits journals are made in one piece. Thus the sleeve 55a is made integralwith the body of the crank arm and the pin a is likewise made integralwith the body of the crank arm. Since in other respects the crank armshown in Fig. 6 is identical to that shown in Figs. 1-5, the samereference numerals have been employed.

In the form of the invention shown in Figs. 7 and 8 a relay isinterposed between the crank arm and the live end of the torsion rod,the relay being a motion transmitting device which permits the torsionrod to be located other than coaxial with the crank arm.

In the form of the invention shown in Figs. '7

and 8, the axle bracket 20, crank arm 26, shackles 23 and body bearing5d are the same as with the form of the invention shown in Figs. 1-5 andthe same reference numerals have therefore been applied. However thesleeve 12 is longer than the corresponding sleeve of the form of theinvention shown in Figs. 15 and has welded therein a journal pin whichis identical with the journal pin 50 of the form of the invention shownin Figs. 1-5, the same reference numerals therefore having been appliedto this pin and its mounting to the bearing connecting this pin with theadjacent cross bar i5 of the body.

To the sleeve '12 is welded an arm 13 which normally projects inwardlyin a generally horizontal direction and is of tubular form at its outerend to receive a rubber bushing 29, this rubber bushing and itsassociated metal sleeves being identical with the other rubber bushings29 heretofore described and the same reference At the same time these 18 numerals being used. In the inner sleeve 30 of this rubber bushing 29is tightly fitted a pin ll the opposite ends 'of which are connected bylinks or shackles 15 with the ends of a similar pin 76. The pin 16 isjournaled in a similar rubber bushing 29 in the free end of an arm 11and the portions of the links 15 which engage the ends of the rubberbushings 29 are preferably in the form of rounding bosses so as tocompensate for misalinement of the parts. The links 15 are shown as heldin position by nuts 19 on the threaded ends of the pins 14 and 16.

The mounted end of the arm i1 is bifurcated and has a pin 86 which isfast to its bifurcations and extends therebetween parallel with theother bearing pins of the suspension. This pin is tightly fitted in theinner sleeve 30 of another rubber bushing 29 which is identical to theother rubber bushings of the suspension and this bushing 29 is tightlyfitted in the bore of a body bearing block or bracket 8|. This bearingblock or bracket 8! can be secured in any suitable manner to theadjacent cross bar l5 of the body.

One of the bifurcations of the arm 71 is formed to provide an ovalledsocket 83 which is axially in line with the pin and receives the ovalledlive end 86 of a torsion rod 65, this torsion rod being similar to andhaving its dead end anchored in the same manner as the torsion rod 65 ofthe form of the invention shown in Figs. 1-5.

It will be noted that the shackles T5 are provided at their oppositeends and on their opposing faces with bosses having annular rounding oraxially receding faces 84 which surround the pins '74, 76, and it willbe noted that similar opposing rounding or axially receding faces 84 areprovided at the extremities of the bifurcated arm 71 around the pin 30.These faces act in the same manner as the faces 31, 31 to permit alimited misalinement of these pins 14, 76 and 80, both angularly andaxially while at the same time the sleeves 36 provide solid metalspacers.

It will be seen that the suspension shown in Figs. '7 and 8 functions inthe same way as the suspension shown in Figs. 1-5 except that a relay isinterposed between the crank arm 26 and the live end of the torsion rod65. Thus the oscillation of the crank arm 26 through its arm 13transmits motion through the links E5 to effect a similar oscillation ofthe arm 11, this arm 71 being fast to the live end of the torsion rod65. It will particularly be noted, however, that all of the bearings ofthe suspension shown in Figs. '7 and 8 are in the form of the identicalrubber bushings 29 which effects economy in the manufacture andmaintenance of the suspension.

While the use of rubber bushings in the shackles 23 and at the outboardends of the pins 2| and 25 as shown in Figs. 1-5 is a desirable featureto secure close spacing of these pins, it will be seen that this featureis not necessary to the practice of the invention as shown in Figs. 9and 10, a suspension for the front axle of the vehicle being illustratedin these figures. In this form of the invention illustrated in Figs. 9and 10, the

crank arm 26a, with the exception of its bore in the offset 25a forreceiving the crank arm pin, is similar to the crank arm in the form ofthe invention shown in Figs. 15 and the same reference numerals havetherefore been employed for this crank arm 25a and its mounting andconnection with the torsion rod 55. However, the bore for its crank armpin 86 is enlarged to receive a pair of bushings Bl at its oppositeends, these bushings preferably being of the self lubricating asha'ckle90, the pin and shackles being held in 'pos'ition bya nut 9|. Theopposite ends of the "shackles 88 and '90 are similarly connected to apin 9-2 which 'is similarly journaled in bearing "bushings *81 in the'bore 93 at the endZ'Za of an axle bracket 2'0a which is otherwiseidentical'w'ith 1 the axle bracket Z O-of'the form of the inventionshown inFigs. 1:5. The opposing ends of the bushings 8-1- and- 8'9'an'dthe -'opposing ends of the bushings "81 and the shackles 9e arepreferably enclosed by dust sealbandsS, It will be seen that' except forthe substitution ofself lubricated 'metal bearings in the crank arm andaxle bracket f'orthe rubber bushings shown in-Fi'gs. 1-5, the 'fo'rm ortheinvention shown in Figs. 9 and-101s identical to' that shownfin-Figs.l- 5 'an'd operates "in the samemanner.

From the foregoing it will-be seenthat all forms of *the inventionprovide a suspension which has light unsprung and total weight; is

particularly adapted to usein 'so called frameless LbliSeS in-whichthereareno longitudinal structural members between the crossmemb'erssupported by the suspension; the suspension is adapted to the use ofsmall diameter rubber bearings and bearings of identical size and "type.*Further'the design accommodates a crank arm of 6 inches maximum'lengthand has clearance for lateralmovement'of at least 1% inches, thisproviding the necessary movement for a "bus. The necessity "for selfaligning bearings occasionedby the long space between bearings is alsoeconomically providedby-the use of rubber, the suspen- -sion beingrendered low in cost "and free from ina'chiningdiificulties as well asfree from lubrication difficulties. The bearings :are also subject tolow static loads and are free from excess corner loading because oftheir widespacing, "It will also be seen'thattheformfiof axle'bracketshown with its upright "partxinsideof the shackles allows the crank armsand shackles to he-widely spaced and locatednloseto 'the'wheels of thevehicle.

While torsion rods have been shown to supply the resilience, it will beappreciated that other forms of resilient means could be employed,particularly torsion devices of rubber or other soft resilient plasticmaterial.

I claim as my invention:

1. A vehicle spring suspension for connecting the body and wheeled axleof a vehicle, said body having side beams connected by a pair of crossbeams, each cross beam of said pair being arranged fore-and-aft,respectively, of the wheels supporting said axle, comprising anelongated crank shaft extending longitudinally of said body between saidpair of cross beams and having each end disposed adjacent acorresponding one of said cross beams, the central part of said crankshaft being offset horizontally outward to provide a crank arm, abearing bracket for each end of said crank shaft, each of said bearingbrackets being connected independently of and in spaced relation to saidside beams with the corresponding one of said cross beams, an axle pivotconnected to said axle and arranged above said crank arm, shackle meanspivoted at its upper end on said axle pivot and at its lower end to saidcrank arm, and resilient means interposed be tween said body andcrankshaft and arranged to resist rotation of said crank shaft.

10 2. A vehicle spring suspension for connecting the body and wheeledaxle of avehicle, comprising an axle bracket on said axle and projectingupwardly therefrom, an axle pivotpin'securedto said axle bracket andhaving its opposite ends projecting horizontally outward therefromtransversely'of said axle, an elongatedcrankshaftextendinglongitudinally of said body'with itsc'entral part offset horizontallyoutward to provide a crank arm having a portion extending parallel withthe major axis of the crank shaft, a coaxial pivot pin non-rotatablysecured in and extending through the parallel portion of said crank armand having its opposite ends projecting outwardly therefrom, a pinprojecting coaxially from one extremity of said crankshaft, a bearingconnecting the opposite extremity of said crankshaft with said body,said pins being of the same diameter, identical bearings each embracingeach end of each pin, shackle means connecting the said identicalbearings embracing said axle pivot pin and said crank arm pivot pin,means connecting said identical bearing embracing the pin at 'said'oneextremity of said "crank shaft with'sa-id body, and resilient meansinterposed between said body and crank shaft and arranged to restrainrotation of-said crank shaft.

"3. A'vehicle spring suspension for connecting the body and wheeled axleof a vehicle, comprising an axle bracket on said axle and projectingupwardly therefrom, an axle pivot pin secured to said axle bracket andhaving its opposite ends projecting horizontally outward therefromtransversely of said axle, an elongated crank .s'haft extendinglongitudinally of said bodywith its central part offset horizontallyoutward to provide a crank arm havinga portionextending parallel withthe major axis of the crank shaft,'a'coaxia'l pivot pin secured to andextending through said parallel portion of said crank arm and having itsopposite ends projecting'outwardly therefrom, a

pin projecting coaxially from each extremity of said crank shaft, saidpins "being of the same diameter, identical bearings each embracing eachend of each pin, shackle means connecting the said identical bearingsembracing saidaxle pivot pin and said crank arm pivot pin, and meansconnecting the other of said bearings with said body, and resilientmeans interposed between said body and crank shaft and arranged torestrain rotation of said crank shaft.

4. A vehicle spring suspension for connecting the body and wheeled axleof a vehicle, comprising an axle bracket on said axle and projectingupwardly therefrom, an axle pivot pin secured to said axle bracket andhaving its opposite ends projecting horizontally outward therefromtransversely of said axle, an elongated crank shaft extendinglongitudinally of said body with its central part offset horizontallyoutward to provide a crank arm having a portion extending parallel withthe major axis of the crank shaft, a coaxial pivot pin secured to andextending through said parallel portion of said crank arm and having itsopposite ends projecting outwardly therefrom, a sleeve secured to andprojecting coaxially from one extremity of said crank shaft, a pinprojecting coaxially from the other extremity of said crank shaft, a pinprojecting coaxially from the extremity of said sleeve, said pins beingof the same diameter, identical bearings each embracing each end of eachpin, shackle means connecting said identical bearings embracing saidaxle pivot pin and said crank arm pivot pin, means connecting the otherof said bearings with 11 said body, a rock arm fast to said sleeve, andresilient means interposed between said body and rock arm and arrangedto restrain rotation of said rock arm.

5. A vehicle spring suspension for connecting the body and wheeled axleof a vehicle, said body having side beams connected by cross beams andsaid cross beams being arranged fore-and-aft of the wheels supportingsaid axle, comprising an elongated crank shaft extending longitudinallyof said body between said cross beams adjacent each wheel and havingeach end disposed adjacent a corresponding one of said cross beams, thecentral part of each of said crank shafts being offset horizontallyoutward to provide a crank arm, a bearing connecting each end of eachcrank shaft with the corresponding one of said cross beams, an upwardlyprojecting axle bracket secured to each end of said axle and arrangedbetween said crank arms and the center of said axle, the upper end ofeach axle bracket being in the form of a horizontally outwardlyextending gooseneck having its extremity above the corresponding crankarm and in a vertical plane outside of the vertical plane intersectingthe fulcrum of said crank shaft, shackle means pivoted at its upper endto said extremity of each axle bracket and at its lower end to thecorresponding crank arm, and resilient means to resist rotation of saidcrank shaft,

6. A crank shaft for a vehicle spring suspension adapted to bejournalled at its opposite ends in spaced coaxial bearings, comprising aonepiece tubular metal body having coaxial tubular ends and a centraltubular part offset relative to the axis of the coaxial ends to providea crank arm, a separate pin housed in and secured to and projectingcoaxially from one of said coaxial tubular ends and adapted to bejournalled in one of said bearings, and a separate sleeve embracing andsecured to and projecting coaxially from the extremity of the other ofsaid coaxial ends and adapted to be journalled in the other of saidbearings.

'7. In a vehicle spring suspension for connecting a body having a pairof spaced coaxially disposed bearings with the wheeled axle of a vehicleand having a torsion rod arranged in generally coaxial relation'withsaid bearings and anchored in said body at its dead end remote from saidbearings and having an out of round live end arranged adjacent one ofsaid bearings, the combination therewith of a crank shaft fortransmitting motion from said axle to said torsion rod, comprising anelongated tubular crank shaft body having coaxial ends and a centralpart offset relative to the axis of said coaxial ends to provide a crankarm, a plug secured in one extremity of one of said coaxial ends, a pinsecured in-said plug to project therefrom coaxially with said coaxialends and journalled in the other of said bearings, the other extremityof the other of said coaxial ends being formed to provide an axiallyextending out of round socket receiving saidout of round live end ofsaid torsion rod, and a sleeve secured to said socket and projectingcoaxially from said other of said coaxial ends and journalled in saidone of said bearings.

ALBERT F.- I-IICKMAN.

REFERENCES CITED The following references are of record in file of thispatent:

UNITED STATES PATENTS Number Name Date 725,787 Smith Apr. 21, 19031,541,276 Powell June 9, 1925 1,971,676 Borst Aug. 28, 1934 2,028,551Lord Jan. 21, 1936 2,103,135 Rumpler Dec. 21, 1937 2,160,862 HickmanJune 6, 1939 2,297,465 Froehlich Sept. 29, 1942 2,333,650 Hickman Nov.9, 1943 2,344,983 Fageol Mar. 28, 1944 FOREIGN PATENTS Number CountryDate 13,004 Great Britain of 1885 434,583 Great Britain Sept. 4, 1935451,490 Great Britain Aug. 6, 1936 809,234

France Dec. 3, 1926 the r

